The B&C angled adapter also uses the 48108. Their's actually has the filter number
engraved and the adapter.
Bob
----- Original Message -----
From: owner-rv10-list-server@matronics.com <owner-rv10-list-server@matronics.com>
To: rv10-list@matronics.com <rv10-list@matronics.com>
Sent: Wed Nov 04 21:46:49 2009
Subject: Re: Oil filter apology
Wow Sheldon, thanks for the update on the situation. It's actually
comforting to know that it was something so simple yet so confusing,
and not some other wild engine problem.
For the builders out there, make sure you read ALL of the line
in his post....don't just skim in. The 48110 filter is indeed
the right filter for many of us. And, for people who have
the adapter from ECI like Sheldon does, the 48108 is the right
one. So don't just skim the post without coming away with the
full understanding, or you may inadvertently get the wrong
filter.
Sheldon, do you know if ECI is basically the ONLY adapter that
we have to worry about this with? I know in my case I just
have the standard straight adapter, and I need to use the
48110 male thread filter. But I'm curious....does the B&C
or any other filter adapter bring potential issues for other
builders? Up until now, I basically thought the 48110 was
the "only" filter for our engines. Especially when you
see this page:
http://www.aircraftspruce.com/pdf/2010Individual/Cat10304.pdf
The 48108 doesn't even list a 540 model...but as you found,
that's not the same if you run the ECI adapter.
Thanks for the post...I know a few TMX engine buyers, so
I'm sure it'll be something they'll want to know.
Tim Olson - RV-10 N104CD
Sheldon Olesen wrote:
> On Aug 11, I made a post about my crushed Kelly oil filter and included
> pictures. I want to set the record straight. The failed filter was the
> wrong filter for the engine. I am both sorry for and embarrassed by my
> mistake. The difference between the correct filter(48108-1) and the
> incorrect filter(48110) is an internal oil bypass valve in the correct
> filter. I was unaware until about a week ago that there was any
> substantive difference between the two filters other than the 108 had
> female threads and the 110 had male threading. I'll explain how all of
> this happened.
>
> I was at home and going to do an Aircraft Spruce order and remembered
> that I needed more oil filters. I didn't remember the filter number so
> I looked it up in the A/C Spruce catalog where the IO-540 was listed
> under the 110 filter. When I got the 110's it was obvious that one
> filter(110) was male and the other filter (108) female. That wasn't a
> big problem because the male adapter for the ECI angled filter adapter
> came off with the 108 filter. I figured there was no sense of messing
> around with the male adapter if it comes off easily--just use the filter
> with the male threading built in. So I put the 110 filter on and flew
> with no indications that there were any problems until I took it off and
> found the filter media crushed inside the metal shell. This was around
> OSH time so I asked Kelly what might be the problem. The very short
> answer from them was the engine. I also asked the Mattituck guy what
> might be the problem. His answer was the filter. I emailed the Light
> Plane Maintenance editor and asked the same question and his answer was
> the filter. I also had emails from people on the RV-10 list telling me
> to check the engine and hoses which I did. Nothing seemed amiss with
> the engine, hoses, or oil pressure. Since I could find nothing wrong
> with the engine and I ordered new Champion filters and put a new Champ
> 110 on. I checked it regularly and it wasn't looking distressed at
> all. There were no signs of crushing. I thought my problems were over.
>
> While all of this was going on Kim Santerre of LPM wanted pictures of my
> crushed filter and I sent them. He was doing an article in LPM on
> defective filters and my problem fit right in. The article appeared
> last month in LPM with my filter pictures prominently on the cover.
> Kelly was not happy about the coverage and started discussions with
> LPM. While digging deeper to address Kelly's concerns, Santerre
> contacted Mattituck and found out that my model engine ships with the
> ECI angle adapter and should have a 108 filter because the adapter has
> no bypass valve. Santerre thought that I must have the straight adapter
> with the integral oil bypass valve since I was using the 110 filter.
> That's when I found out about the real difference between a 108 and a
> 110. It was very embarrassing to tell him that I had an angled adapter
> and I should have been using the 108 filter. A clarification is to
> appear in the next issue of LPM. Kim Santerre has been very gracious
> during all of this fiasco.
>
> Apparently I'm not the only owner who has been confused about the the
> 108 and 110 filters. Mattituck has a warning that they now ship with
> the ECI adapter equipped engines. My engine was shipped in July, 2007
> and the warning came out in Oct 2007. See the attachment. I think
> that ECI has a poor adapter design since it is possible to remove the
> male threading with no difficulty. A fixed male thread design would
> make it impossible to use the wrong filter. I still think that the
> Champion filter is superior to the Kelly since it survived in a
> situation where the Kelly failed although I'm sure the Kelly will work
> just fine in the proper installation.
>
>
>
> Sheldon Olesen
>
> N475PV 119 hrs.
>
